Monthly Archives: August 2015

In a previous article I wrote about the tragic collision of two Avro Lancaster bombers, both of them from 103 Squadron at Elsham Wolds. The two aircraft were both trying to land at the same time, after permission to do so had been given to each of them by the Flying Control Officer. A subsequent Court of Inquiry found that “the accident was caused by the Flying Control Officer departing from the normal procedure.” They recommended that “Flying Control Officers must not depart from the normal procedure for landings”.
In the accident, therefore, Lancaster ND334, PM-unknown, was struck in mid-air by a second Lancaster Mk III, JB530, PM-F. That careless act, caused by the unfortunate decision of a still unnamed Flying Control Officer resulted in the deaths of five young men, namely the Flight Engineer Sergeant D.H.J.Cunningham, the Navigator Flying Officer R.H.Fuller, the Bomb Aimer Flight Sergeant C.Bagshaw, the Wireless Operator Sergeant E.S.Gunn and the Rear Gunner Sergeant A.O.Haines:

Sadly, this collision was not the first accident of this type to have occurred at Elsham Wolds. Searching on the Internet, I found a website detailing a collision which took place on December 16th 1943, as both aircraft took off to bomb Berlin. The accident involved one aircraft of 103 Squadron and one from 576 Squadron who were also based at the same airfield.
Apparently, low cloud was present and this was thought to provide a potential source of danger for the aircraft as they took off. At the pre-raid briefing, therefore, all of the crews were clearly told to climb away “into the climbing pattern” as soon as they left off the ground, and then to continue climbing until they reached the correct height to set off with the bomber stream across the North Sea to the target. Great stress was put on the problems which were possible with the low cloud base and that everyone should stick, therefore, “to the instructions”.
The first of the two doomed bombers to take off, at 4.36 p.m., was Flight Sergeant F.R.Scott of the Royal Australian Air Force in Lancaster LM332, UL-B2 of 576 Squadron. It was the crew’s very first mission:

They were followed, at 4.37 p.m., by the second doomed aircraft, Lancaster JB670, PM-unknown, of 103 Squadron. The pilot was Flight Sergeant Richter and the crew were a last minute mixture of men from the two squadrons. This was fairly unusual, but I cannot see why it would have made any difference to events:

As JB670 climbed away from the runway, LM332 came out of the clouds and there was a head-on collision, more or less directly over the village of Ulceby. As you might expect, nobody survived and the lives of fourteen young men came to a very abrupt end. Certainly, it would have been so quick that many of the crew may well have known very little about it. Wreckage was littered everywhere:

Nowadays a plaque has been set up at the site of the War Memorial, remembering all fourteen men:

On board the Lancaster JB670, PM-unknown, of 103 Squadron, the pilot was Flight Sergeant Valentine “Val” Richter, aged 22, of Chingford, Essex. He was a member of 576 Squadron.
The Flight Engineer was Sergeant Frederick Stanley Copping, aged 21, of Walthamstow, Essex. The navigator was Flying Officer Charles Reginald Jaques, aged 30, of Winterton, Lincolnshire, also a member of 576 Squadron.
The Bomb Aimer was Flight Sergeant Thomas Leslie Hobson Kay of the RAAF, aged 22, and from Redhead, New South Wales, Australia.

The Wireless Operator was Sergeant Peter Coopman. He was aged 21, and came from Cropthorne, Worcestershire.
Sergeant Cyril Walter Plampton was one of the two gunners. He was a member of 576 Squadron.

The other gunner was Sergeant Francis Andrew Furrie. Young Sergeant Furrie was taken back to Scotland, to be interred in the New Stevenston (St Patrick’s) Roman Catholic Cemetery in Glasgow:

He was the only member of the crew not to be buried in Cambridge City Cemetery:

For the Avro Lancaster III, LM332, UL-B2 of 576 Squadron, the pilot was Flight Sergeant Frederick Roy Scott of the RAAF. He was 24 years of age and came from Cabramatta, New South Wales, Australia. Here are the shops in Cabramatta nowadays:

The navigator was Sergeant George Gordon Critchley. Apparently his father was a miner in St Helens in Lancashire. The family lived in a tiny terraced house but both sons, George and his brother Harold won scholarships to a Catholic Grammar School called De La Salle in the West Park area of the town. It was run by the Jesuits, and allowed Gordon to avoid the coal mine like his father, in favour of the much cushier Civil Service in London.
The Flight Engineer was Sergeant Stanley Victor Cull. He was aged only 18 and was possibly the youngest casualty in Bomber Command in 1943. He came from Windsor in Berkshire.
The Wireless Operator was Sergeant John Hamilton Caldwell . He was 21 years of age and came from Glasgow.
The Bombaimer was Flight Sergeant Peter Martin Crowle Ellis. He was the beloved son of the Reverend Crowle Ellis, B.A. and Mrs Crowle Ellis, of The Rectory, Northfield in Birmingham.
One of the gunners was Flight Sergeant Brian Price Wicks of the RAAF.

Brian was only 20 years of age and came from Highgate in South Australia. He was a clerk before he joined up.
The other gunner was Sergeant Joseph William Ross. He was also only 20 years of age and came from Westminster in London.

On the website which has supplied a good deal of the information I have used for this article, the collision is actually described by an eye witness, Marie Harris. Here is a very much abridged version of her words. I would strongly urge you to follow the link and read the full story for yourself. There are also a number of photographs of crewmembers on the site. They will give you a good idea of just how young these men were when they lost their lives so tragically:

I was a driver at Goxhill Haven in 1943. Most of the RAF were Air Crew and you would dance with one or two, and have a great night. Next evening you would ask “where’s Alec, Bob and Bill?” A shrug of the shoulders and you knew and felt very sad.

As I drove around you would see the Bombers going off and up into the clouds and away, up into one circle, two circles and third circle away on their mission.

Around 4.30 I was driving past a farm, it was very low cloud and the Lancasters were taking off into the circles, up and away. They were so low and so near.

One went into this low cloud and I was thinking it’s a wonder they don’t crash they are so close together, when in a split second as it came out of the cloud, God, it was a head on crash with another Lancaster, one almighty explosion and all Hell was let loose. It was awful, I couldn’t believe what had happened practically over my head, just over the farmer’s field. I was so stunned, streaks of fire shooting all over the road. In no time at all the fire engines were arriving. I still couldn’t believe what had happened. I pulled up at the Guard House. I was rooted to my seat and couldn’t stop crying, thinking of the Bobs, Alecs and Bills just blown to bits. It was awful and still is.
They took me into the Mess and gave me a cup of hot strong tea
When I went to bed I couldn’t shut my eyes, this terrific explosion flashed before me every time. I was like this for quite a few nights. I can’t bear even to this day to watch a film with planes crashing. I shut my eyes or go out of the cinema.

Driver Marie Harris W/44133 ATS.

This raid on Berlin seems to have been a complete disaster. My own researches show that, unless I have made some grotesque error in my counting, around 58 Lancasters were destroyed and not far short of 300 young aircrew were killed.

A total of 483 Lancasters had set off for Berlin along with 15 Mosquitoes. Some 25 Lancasters were destroyed during the raid itself as they overflew the target, attacked by anti-aircraft fire and night fighters.

On the return journey to England, a minimum of 29 Lancasters were destroyed between Berlin and home:

Some of this was down to the persistent German night fighters, but the greatest problems seem to have come when the bombers all arrived back at their respective bases. That very same low cloud which had caused the collision at Elsham Wolds was still there. It had not dissipated at all since the bombers had taken off at the beginning of the night, with catastrophic results for many aircraft:

There is a slight difference in overall totals which I cannot readily explain, other than some aircraft may have crashed in England and then been repairable. Whatever the explanation, that is still a lot of young men to lose in just one cloud covered night.

One final word. All of the websites I have used can be reached through the links above. I could not have produced this article, however, without recourse to the superb books by W.R.Chorley. Their detail is almost unbelievable and I would urge anyone interested by the bomber war to think seriously of purchasing at least one of them. The books bring home just how many young men were killed in Bomber Command during the Second World War. When the first book of the series arrived, my daughter thought it contained all the casualties for the whole war, but, alas, it was just 1944.

I wrote a previous article about the, sadly, rather typical loss of an Avro Lancaster of 103 Squadron, based at Elsham Wolds. The aircraft took off from north Lincolnshire at precisely one minute past midnight on February 20th 1944. It was on its way to bomb Leipzig, a very, very long trip lasting eight hours, most of it over the Third Reich itself. This raid involved more than 900 aircraft with the highest losses of the war so far, 78 aircraft destroyed, a loss rate of 9.55 %. The previous worst total was the 58 aircraft lost over Magdeburg on January 21st-22nd 1943:

I was saddened to see however, during my researches into the fate of PM-I, JB745, that, on that very night, an even more tragic incident had occurred, not over Germany, but over the airfield itself. As they returned unscathed from this rather unsuccessful raid on Leipzig, therefore, two Lancasters collided with each other.
One was the Avro Lancaster Mk III, JB530, PM-F. The aircraft had taken off at 11:22 pm., and was preparing to land. Given the timings of the raid, this incident must have taken place at around 7.00-8.00 am. I would have thought that, at this time of year, it cannot have been absolutely pitch black, and, even though it was February, there must surely have been some light. Lancaster JB530 was heavily damaged in the collision with the other Lancaster, but the pilot, Flight Sergeant H.Gumbrell used all of his skills to bring the aircraft down without serious damage to the members of the crew. These were Sergeant T.V.Shaw, Flying Officer H.J. Hearn, Sergeant F.Osborne, Flight Sergeant J.Seward, Sergeant D.W.Evans and Sergeant R.A.Boulton.
The second Lancaster Mk III, ND334, PM- unknown, did not fare quite so well. This aircraft had taken off a little later at 11:50 pm., and was also preparing to land. The pilot, Warrant Officer JC Warnes escaped with injuries, as did the Mid-Upper Gunner, Sergeant S.Clapham, but everybody else was killed. These included the Flight Engineer, Sergeant D.H.J.Cunningham, the Navigator, Flying Officer R.H.Fuller, the Bomb Aimer, Flight Sergeant C.Bagshaw, the Wireless Operator, Sergeant E.S.Gunn and the Rear Gunner, Sergeant A.O.Haines:

“JB530 was struck in mid-air by ND334. The report is a little unclear, but it looks like permission by the Flying Control Officer (FCO) was given to JB530 to land first, and then permission was given for the other aircraft,ND334, to land, BEFORE JB530 had actually touched down on the runway. The Court of Inquiry suggests that this was due to a lack of flying discipline at the airfield, and also added that crews must keep a better lookout. The report also has the Air Officer Commanding’s comments, to the effect that Flying Control Officers must not depart from the normal procedure for landings. The report states that the accident was caused by the Flying Control Officer departing from the normal procedure.”

If this is true, then it is, quite simply, disgraceful. Five young men lost their lives because of a careless mistake. This wasn’t the fog of war. This was what should have been standard procedure for the Flying Control Officer.
In the early days when my Dad was first in the RAF, he told me that, when he had looked at the idea of becoming an Officer, the first question he was asked was “What school did you go to?” He said to me that “As soon as I said ‘Woodville Secondary Modern” (where all the pupils had to leave at thirteen) I knew I was wasting my time.”

If only my Dad had been able to say “Eton” or “Harrow”, they might have promoted him:

All I can say is that I just hope the Flying Control Officer in question did not get his job because of who his father was or which university he was educated at. To me, a mistake as basic as giving two different aircraft permission to land on the same runway at the same time is just stupid incompetence. And yes, I know that “these things happen in war”, but only if you give crucial jobs to people who are incapable of doing them.
Sergeant Donald Henry James Cunningham was aged only 19 when he was killed and his death must have been a catastrophic blow to his parents, Mr Geoffrey Joseph and Mrs Alice Maud Cunningham. The family all lived in Hounslow, Middlesex. Donald was buried in Brigg Cemetery, only four miles from the airfield:

Sergeant Anthony Oliver Haines was 26 years of age when he was killed. His grieving parents were Mr Francis Henry Claudian Haines and Mrs Florence Ethel Haines, who lived in Bristol. Young Anthony was also buried in Brigg Cemetery, along with Donald Cunningham and 48 other young casualties of war.
Flying Officer Ronald Harry Fuller was only 22 years old when he was killed. He was the much loved son of Mr Henry James Fuller and Mrs Florence Fuller. The family all lived in Marylebone in London. Young Ronald was buried in Cambridge City Cemetery where 1,007 other young casualties of the two World Wars all lie:

Flight Sergeant Charles Bagshaw was also only 22 years old when he was killed. He was the beloved son of Mr Charles Garrett Bagshaw and Mrs Sarah Bagshaw, of Urmston, a small town in Trafford, Greater Manchester. He is buried in his hometown cemetery where his grave bears the inscription, “He died that others might live”. He is with 59 other casualties of the two World Wars in this little town of only 41,000 people.
Sergeant Edward Sandilands Gunn was only 21 years old when he was killed. His parents were Mr Edward Sandilands Gunn and Mrs Bessie Gunn of Glasgow. Their son was returned to Scotland and now lies in the Glasgow Western Necropolis with 479 other young casualties of the two conflicts:

Edward’s brother David Sandilands Gunn was also in the RAF as a member of 612 Squadron, operating as a General Reconnaissance unit within RAF Coastal Command. David was killed on March 26th 1941, while flying an Armstrong Whitworth Whitley:

You may wonder about the name “Sandilands”. As far as I can ascertain, this was a Scottish clan name, here used as a first name.

Two things to finish, firstly a question. Was this the only catastrophic collision of two Lancaster bombers from 103 Squadron at Elsham Wolds? Well, what do you think?

And then one final word. All of the websites I have used can be reached through the links above. I could not have produced this article, however, without recourse to the superb books by W.R.Chorley. Their detail is almost unbelievable and I would urge anyone interested by the bomber war to think seriously of purchasing at least one of them. The books bring home just how many young men were killed in Bomber Command during the Second World War. When the first book arrived, my daughter thought it contained all the casualties for the whole war, but, alas, it was just 1944.

I have now written two articles about RAF Elsham Wolds. I intend to carry on with this series of articles by firstly looking at the fate of just one single aircraft, an Avro Lancaster Mk III with the squadron letters “PM-I” and the serial number “JB745”. It took off from Elsham Wolds at precisely one minute past midnight on February 20th 1944. It was going to bomb Leipzig, which was a very, very long way involving an eight hour round trip, much of it over the Fatherland. Lancaster “JB745” was far from being a lone bomber, and the setting-up of this raid shows just what enormous levels of organisation and man power were involved in bombing a city more than 800 miles away:

A total of 823 aircraft set off, comprising 561 Avro Lancasters, 255 Handley Page Halifaxes and seven De Havilland Mosquitoes. A diversionary attack was arranged, with 45 Short Stirlings on a mine laying raid on Kiel with four Handley Page Halifaxes as Pathfinders marking their targets for them. This is a Halifax, with its square tailfins and wings and its radial engines:

This was a total effort of 921 aircraft over Germany. Every single one of these bombers needed a huge number of people to fill it with fuel, load the bombs, replenish the ammunition in the gun turrets. and so on. The fuel and bombs can certainly be seen in this picture. Even what appears to be the refreshment van can be seen at the top right:

The losses on this particular raid over Leipzig were the highest of the whole war so far, with 78 aircraft lost out of the total of 921, a completely unsustainable loss rate of 9.55 %. The previous worst total had been the 58 aircraft destroyed while bombing Magdeburg on January 21st-22nd 1943.
Some 44 Avro Lancasters were lost along with 34 Handley Page Halifaxes. The main problems were that the Germans were not fooled by the mine laying raid on Kiel. Only a very few night fighters were sent out there, and those that had been were soon summoned back to attack the real bomber stream. The bombers had been detected by German radar, operating as part of the famous Kammhüber Line, as soon as they crossed the Dutch coast. Here is the Great Man, Nachtjagdgeneraal Josef Kammhüber:

The very capable operators in the Luftwaffe control rooms were extremely efficient, and quickly summoned large numbers of fighters to attack the bombers. In actual fact, the RAF bombers were under continuous attack every single second of the 1500 + miles of the round trip between the enemy coast and Leipzig.

In those days, meteorological forecasting was in its infancy, and unexpected high winds meant that many bombers arrived too early over Leipzig. They then had to wait for the exact targets to be marked by the Pathfinders. As they circled around waiting for the Pathfinders to arrive, around twenty of the bombers were shot down by anti-aircraft fire. A further four aircraft were lost in collisions with other circling bombers. The city of Leipzig was wreathed in cloud and the Pathfinders were forced to drop their flares by parachute, the so-called Wanganui method. Given that some aircraft would have found the target using the Oboe radar device, then they were actually using “Musical Wanganui”.
That arrangement worked all right in the beginning but gradually bombs became increasingly widely spread across a huge area:

Few details of the results of the bombing are known, even today. There was no immediate reconnaissance, so very little was ever discovered about the effects of this particular raid. The Germans, of course, said nothing about their losses.
At some point in the operation, Lancaster “JB745” was shot down. Nobody knows if this was by a night fighter, or by anti-aircraft fire (“flak”), or whether it collided with another aircraft. Nobody survived and the crew members, fittingly perhaps, are all buried together in Hannover War Cemetery.
Sergeant William Leslie Bradley was the pilot. He was just 24 years of age and like so many others, had originally served in the Royal Air Force Volunteer Reserve. From Selby in Yorkshire, his Service Number was 1129431 and he was the much loved son of Mr Wilson W. S. and Mrs Beatrice Bradley. William would never have the chance to lament the lack of shoppers in the modern Selby:

The Flight Engineer was Sergeant Francis James Taylor, a youngster of only 21 years of age. He too had been in the Royal Air Force Volunteer Reserve. He was the much loved son of Mr Francis James Taylor and Mrs Cathrine (sic) Taylor, of Bolton, Lancashire. His Service Number was 2202861. He would never live to see the modern Bolton, Gateway to the North West:

The navigator was a little older than that, at 24 years of age. He was Flight Sergeant Thomas Frederick Johnston who, like many of his colleagues had been in the Royal Air Force Volunteer Reserve. His Service Number was 1387379 and he was the much loved son of Thomas Frederick and Julia Johnston. They all lived in Coulsdon in Surrey, just to the south of London. Without the Leipzig raid, he would have been in his fifties when this photo of the High Street of his local town was taken:

Jack’s Service Number was R/105215 and he was the much loved son of Mr Harold John and Mrs Charlotte Luck. Here is the town hall in Newmarket:

The wireless operator was Sergeant Ernest Walter Hamilton. His flying had started in the Royal Air Force Volunteer Reserve and his Service Number was 1238004. Strangely the Commonwealth War Graves Commission website has no further details that I can find about Sergeant Hamilton.
The two gunners are both named. I suspect that Pilot Officer Arthur Stevens was the mid-upper turret gunner. He was by far the oldest of the crew at an almost ancient 37 years of age. His Service Number was 87717, a lowish number which probably shows more years in the RAF than the rest of the crew. Arthur was the son of Mr Herbert Frank and Mrs Ethel Mary Stevens. He had a wife, Celia Frances Stevens and the family all lived in Richmond in Surrey. Arthur at least though, would not be taking any more books out of the library, or watching any more humorous plays at the local theatre:

The young man named last in the crew list, and most probably therefore, the rear gunner, was Sergeant Frederick George Francis Osborne. Frederick was only 19 years old when he was killed. Like many of his fellow members of the crew, he had been in the Royal Air Force Volunteer Reserve. His Service Number was 1395421 and he was the much loved young son of Mr and Mrs Frederick Osborne, of Kendrick Mews, South Kensington, in the City of London:

I tried to find out some background details about these seven young men who so willingly laid down their young lives to defeat the scourge of Hitler’s Germany. I would have to say that I was not particularly successful except for the following extract, which captures brilliantly well why so many people even nowadays, some seventy years later, still want to find out about the wartime heroes in their family.

“Freddie Osbourne was a member of Sergeant W.L.Bradley’s crew, Lancaster 111, JB745 PM-1,shot down en route to Leipzig. He was only 19, whereas his other gunner colleague was 37. Sadly, I have no photograph of him or his aircraft. As a young lad, I used to go out with his Father, Fred Osborne, helping him with his flower deliveries on a Saturday morning, but neither he, nor my Aunt Grace, would ever talk of him, and it has taken a lifetime to find details of him via a good friend with splendid connections, who handed me many details. It appears that both Aunt and Uncle were too grief stricken to ever mention their only child to anyone, even family. If anyone surviving 103 squadron could give me some idea what Freddie was like as a lad of 19 doing a man’s job, and what he was like at the tail end of a gun, and how many German planes did he shoot down? I would love to know, as I am immensely proud of him. If anybody knows of a picture of him, I will gladly pay for a copy and all expenses. He died on the 20th.February, 1944 and I consider it my duty to pay his grave a visit in Hanover, as a mark of respect to him and the other members of the crew.
Sadly, bad health has held me back for some time, but I will get there somehow. Thank you in anticipation.
Terence Osborne”

You may think that this was the worst thing to happen to one of 103 Squadron’s Lancasters during the Leipzig raid, but you would be wrong. Sadly and tragically, very, very wrong.

One final word. All of the websites I have used can be reached through the links above. I could not have produced this article, however, without recourse to the superb books by W.R.Chorley. Their detail is almost unbelievable and I would urge anyone interested by the bomber war to think seriously of purchasing at least one of them. The books bring home just how many young men were killed in Bomber Command during the Second World War. When the first book in the series arrived at our home, my daughter thought it contained all the casualties for the whole war, but, alas, it was just 1944.

In a previous article, I wrote of how I had visited the RAF airbase where my Dad, Fred, had served during the Second World War, RAF Elsham Wolds in north Lincolnshire. Look for the orange arrow:

Not much of the original airfield was left, just a single aircraft hangar, which looked like a very large Nissen hut and was now painted white.
Very little else remained of 103 Squadron’s old home, beyond various stretches of derelict runway, now mostly covered in huge piles of builder’s rubble. Half of one runway has Severn Trent Water Authority buildings standing on it. The other end has a metal fence built over it. A second runway has a major road, the A15, constructed more or less right on top of it:

If you knew where to look, and could recognise what they were, there were still quite a number of disused dispersal points. Overall, it seemed a very long time indeed since those dark painted bombers had taken off, every single one of them straining their Merlin engines for altitude as they passed low over the village of Elsham. Within just a few miles of Elsham is Reed’s Island, a distinctively shaped land mass, situated in the estuary of the River Humber. Look for the orange arrow. When they were flying back to base, like all the other members of the squadron, the pilot of Fred’s aircraft used it as a rough and ready aid to navigation. Note Elsham village in the bottom right of the map:

Fifty years later, I myself was to visit Reed’s Island, not as a wireless operator / air gunner, but as a birdwatcher / twitcher, to see a rare Kentish Plover, which was spending the winter there:

According to Fred, Harris, who was usually known to his men not so much as “Bomber”, but rather as “Butcher” or “Butch” Harris, was an absolute tartar. Whenever he came across a bomber which was not in service, he wanted to know why it was still being repaired, why it was not yet back in action, and when would it be possible for it to return to dropping bombs on the Germans.

Despite much encouragement from members of his own staff, Harris did not often visit airbases, because he felt that all the painting and decorating which would be carried out for his arrival was something which would inevitably interrupt the much more important business of killing the enemy.
Fred always used to say that he had actually seen Harris, though, and my subsequent researches have revealed that the great man did in actual fact visit Elsham Wolds, on September 16th 1943 to speak to 103 Squadron. He was greeted with sustained cheering by everyone present, and I presume that this must have been the occasion when Fred saw him.

And sure enough, Harris spent much of his time at Elsham Wolds trying to find out why aircraft were being repaired, how long the work would take, and exactly when they would be back on strength, ready to drop bombs on the Germans.
In actual fact, Fred had been very lucky to have seen Harris. Despite those constant urgings by his fellow officers, he was only ever to make around six visits to Bomber Command airbases during the whole time that he was the head of that formidable organisation.
Fred never mentioned to me any of the men he met during his time at operational bomber airfields, although I do remember that he once mentioned the presence of a Jamaican pilot with 103 Squadron at Elsham Wolds, presumably because this man was black, which would have been unusual in Bomber Command at the time.
Years later, totally by coincidence, I was surprised to see in “Royal Air Force Bomber Command Losses of the Second World War”, that on February 15th 1944, a Lancaster Mk III, ND 363, with the squadron letters PM-A of 103 Squadron, took off from Elsham at 17.10 to bomb Berlin. The plane was shot down by a night fighter two minutes before eleven o’clock, crashing into the sea near the island of Texel in Holland. The entire crew was killed. Among them was Squadron Leader Harold Lester Lindo who, although he was in the Royal Canadian Air Force, was actually from Sligoville in Jamaica. Lindo was not, however, a pilot but a navigator. Another Caribbean navigator was Cy Grant, who came from British Guiana and arrived in England to join the RAF in 1941. After undergoing initial training, he too was posted in 1943, to 103 Squadron at Elsham Wolds, as one of the seven-man crew of an Avro Lancaster bomber. Here he is:

I have mentioned before the risks of bombing Germany, statistically four times more dangerous than attacking anywhere else in the rest of occupied Europe. In 1943, for example, in some squadrons, losses in the Battle of Berlin sometimes ran as high as twenty per cent. At Elsham Wolds, 103 Squadron had the lowest losses in 1 Group but they still lost 31 Lancasters in the Battle of Berlin, with, perhaps, 217 men killed. At the time, Bomber Command pilots, of course, received the princely sum of £5 per week for their efforts, with other members of the crew paid correspondingly less.
During his time at Elsham Wolds, Fred conceivably came across the record holding Lancaster in Bomber Command, although I do know that he never flew in it on an operation. ED888 was to carry out an unprecedented 140 bombing raids over enemy territory:

This legendary Lancaster began its operational career on the night of May 4th 1943, initially in B Flight of 103 squadron, where she was known as “M-Mother”. In November 1943, to mark its fiftieth operation, the aircraft was awarded her very own Distinguished Flying Cross. When she then passed into Elsham’s second squadron, 576 squadron, she became known as “Mike Squared”. To commemorate her completion of one hundred sorties, the aircraft duly received a Distinguished Service Order. By now she had returned to 103 squadron and was known unofficially as “M-Mother-of-them-all”. Eventually to complete 140 operations with two Luftwaffe fighters shot down, ED888 finally received a Bar to her Distinguished Flying Cross:

The aircraft was struck off charge on January 8, 1947 and scrapped without the slightest thought of preservation in a museum. Yet she was the greatest Lancaster of them all.
The only part of “M-Mother” which remains nowadays is, in fact, her bomb release cable, which was taken off the aircraft in 1947 by Flight Lieutenant John Henry, one of three Australian brothers, who were all in 103 squadron and who did, on one particular operation, all fly together to bomb Cologne. Flight Lieutenant Henry flew “M-Mother” on its very last trip down to the Maintenance Unit at RAF Tollerton in Nottinghamshire, where it was finally broken up:

Not everything was hearts and flowers in Bomber Command though. My Dad once had a trick played on him by men who perhaps should have known better, but who could be forgiven a lot for finding any way whatsoever of dealing with some appalling events.

One day, on an unknown airfield in an unknown year, probably towards the beginning of his air force career and possibly at Elsham Wolds, the young Fred was approached by one of his superiors, perhaps a Flight Sergeant. Fred was told that he had to come and help get the Squadron Leader back from the runway. He innocently thought that it would merely be a matter of going out and telling the man, politely, that he was now needed to come inside. Fred did wonder, however, about the strange objects they were carrying out there onto the vast expanse of tarmac:

Fred could not see anybody at all as he stepped out onto the runway. They walked further and further. Suddenly Fred realised why they were equipped with a sack and a shovel. The Squadron Leader was out on the runway, but was, unfortunately, no longer a living, recognisable, human being.
The poor man had been the victim of a crash as he came in to land, and was now just a collection of smears of what Fred described to me years later as “lumps of hairy strawberry jam”. He was picked up with the shovel, put into the sack, and then the two young men went back to their own lives.
As I found out in later life from various books I had read, this term, “strawberry jam”, was frequently used by members of Bomber Command to refer to the residue remaining after what might nowadays be termed “catastrophic and large scale injuries to personnel”.
The phrase typifies the kind of outcome one can expect when the human body is placed in a heavy metal machine travelling at hundreds of miles an hour, and there are then sudden and calamitous problems:

Perhaps Fred himself was familiar from his own father, Will, with the Great War equivalent of this Second World War expression. The Great War was fought with big guns, huge artillery pieces, and most men were killed when a shell landed and blew them to smithereens, “knocked to spots” as the soldiers of the day grimly called it:

It has been suggested elsewhere, of course, that this use of slang to describe being killed, in what were frequently the most horrendous of fashions, was a sub-conscious means of reducing the natural fears of these brave young men of Bomber Command. If, therefore, you “got the chop”, “went for a beer”, “went for a burton”, “your number came up”, “you met the Reaper”, or as the Americans in the Eighth Air Force used to say, “bought a farm”, the expressions became events no more sinister than the other famous slang expressions of the RAF, such as Wizzo” or “Wizard”, “Crackerjack”, “ops” “kites”, “props”, “sprogs” and the one which has come down all those years to our own time, “Gremlins”.

My Dad, Fred, used to tell me many tales of his years in the RAF. He served in Bomber Command, and, as I grew older, stimulated perhaps by the increased interest generally in the Second World War, I made great efforts to find out the exact details of where he had served and what exactly he had done. This proved quite a challenge. Here he is with a few of his unduly optimistic friends during basic training:

I do know that Fred served with 103 Squadron, probably in late 1943 and/or early 1944. This was the time of the Battle of Berlin which lasted from November 1943 to March 1944. My Dad did not take part in this titanic, and ultimately losing, struggle where 2,690 aircrew were killed in action and nearly a thousand became Prisoners of War. Bomber losses ran at 5.8% which is generally considered unsustainable. Crew morale was extremely low because of these huge casualties over “The Big City” as it was called, and luckily for him, Fred was never asked to bomb Berlin. Fred considered this to be the sole reason that he survived the war.

Here is the badge of 103 Squadron. The motto means “Don’t touch me”:

Fred spent his time with 103 Squadron at RAF Elsham Wolds which is between Scunthorpe and Grimsby, two places neither of which have ever been described as the Paris of the North, shall we say? Indeed, at the end of the conflict, one of my Dad’s great resentments, whatever he achieved against such a mad and bad enemy as the Germans were at that time, was that, like all the young men of Bomber Command, he knew damn well that they had all been forced to waste the best years of their lives, all of their youth, not pursuing pretty young girls at the village dance, but sitting in a Nissen hut in the middle of nowhere, feeling freezing cold and scared to death of a dangerous and precarious future. Fred’s twenty-first birthday, for example, had been celebrated, or rather, not celebrated, on a lonely, cold airfield in the middle of nowhere, far from his family. A definition which certainly would fit Elsham Wolds.
Here is Elsham Wolds on June 26th 1943, seen from about 10,000 feet up. Look for the three runways forming a huge triangle in the middle of the photo, and, on the right, five of the many circular dispersal points where the Lancaster bombers would wait impatiently for night to fall :

Today, very little remains of RAF Elsham Wolds. A major road, the A15, has been built more or less right through the middle of it, and on top of the majority of one runway. There is a single hangar left, apparently a J-type. Look for the orange arrow, pointing to the hangar:

It’s a funny feeling, though, to see a wartime building that your Dad would have known and no doubt loved when he was just nineteen or twenty years of age:

Here I have made gallant attempts to match up the aerial photograph of RAF Elsham Wolds in 1943 with the present countryside. The orange arrow still marks the J-type hangar. One runway has obviously disappeared under the A15. On the Ordnance Survey Map look for the number “78” and then the irregularly shaped four sided area to the left of it. It is bordered with yellow minor roads. You may be able to pick this distinctive shape out on the 1943 photograph:

This is half of the runway which, on the Ordnance Survey map, has the radio mast symbol on it. The buildings have something to do with the Severn Trent Water Authority, but were seemed to be unoccupied during our visit:

This is the runway which runs more or less west to east, if you refer back to the Ordnance Survey map. It has now become a dumping ground for builders’ rubble:

This is the Perimeter Track, or “Peri-track” running toward the start of the runway. When they set off on a mission, all the bombers would taxi slowly along the “Peri-track” to the start of whichever runway they were using that night:

The laws of trespass are quite different in England to many countries. Here, more or less, you can go wherever you want, provided you leave when you are asked to. Only too easy then, to take a Volvo saloon off the road, over ten yards of gravel, on to the old “Peri-track” and then round and off to the start of the runway. Here is where the bombers waited to take off:

Unfortunately, some idiot vandal builder has built a metal fence to stop me attempting a proper take-off so I have to stop the car and just drink in the scenery:

Nevertheless, let’s give it a go!

And I certainly knew what to do in my Lancaster. Accelerate as hard as possible. Keep your eye on the speed. When it reaches 130 mph, a gentle dab on the brakes and then, lift off. You’re on your way. Seriously though, it was good to think that I might have been doing exactly what Dear Old Dad had done 60 plus years ago. In a Lancaster, of course, not a Volvo:

I have already mentioned in a previous blog post that my Grandfather, Will Knifton, emigrated to Canada in an unknown year before the Great War. Conceivably, he was with his elder brother, John Knifton, or more likely perhaps, John went across the Atlantic first and then Will joined him later on. I have only two pieces of evidence to go on.

Firstly, it is recorded that a John Knifton landed in Canada on May 9th 1907. His ship was the “Lake Manitoba” and he was twenty three years of age. His nationality is listed in the Canadian records as English.

On the other hand, I still have an old Bible belonging to my Grandfather, which says inside the front cover,

“the Teachers and Scholars of the Wesleyan Sunday School, Church Gresley, given to him as a token of appreciation for services rendered to the above School, and with sincerest wishes for his future happiness and prosperity. March 26th 1911.”

Whatever the truth of his arrival, Will lived at 266, Symington Avenue, Toronto. He then worked as a locomotive fireman on the Canadian Pacific Railways, between Chapleau, Ontario, right across the Great Plains to Winnipeg. He also talked many times of the town of Moose Jaw, although he never supplied any details that I can remember:

Will joined the Canadian Army on June 12th 1916 at the Toronto Recruiting Depôt. He sailed from Canada for the Western Front on July 16th 1916 on the “S.S.Empress of Britain”:

For many years, Will had courted a local English girl called Fanny Smith, the daughter of Levi Smith, a labourer in a clay hole in the area around the village of Woodville, in South Derbyshire, where they all lived. Will wrote to her from Canada and then, during his time in the army, he sent her regular postcards from France. During his leaves from the front, he always returned to see her and they married on July 15th 1917:

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I still have quite a few of Will’s postcards. He had clearly bought this postcard just before he left Canada for England and the Great War:

He used to speak enthusiastically about Montreal and especially about the famous Hôtel Frontenac:

On July 25th, Will duly arrived in England, and was taken on strength into the army at Shorncliffe in Kent. He posted his postcard of Montreal soon after he arrived at Shorncliffe Camp in Folkestone, Kent, at 7.00 pm on July 27th 1916. Here is the back of it:

The message reads:

“Englands shores Dearest, arrived safely on the Empress of Britain, a pleasant voyage was free from sickness will write you later fondest love Will”.

Notice how Will is beginning to become a Canadian with his unusual lack of a preposition in “will write you later”.

Shorncliffe Camp was where Will, and many other young men, were to train for France and the Western Front. Having mentioned the idea of being sick in his previous postcard, Will continues the romantic mood with a picture of the men and horses of the Canadian Field Artillery drilling hard on the parade ground:

The reverse is here:

Will manages to make a charming juxtaposition of “men and horses at drill with the big guns” and “Fondest thoughts” to his true love. (And she really was his true love.)

Will began his training at Shorncliffe on July 27th and he remained there until November 17th 1916. The schedule for basic training makes interesting reading nowadays. This particular week was the one ending June 5th 1915, and it is difficult to imagine that Will would have done anything substantially different just over a year later:

Monday

(6.30-7.00 am) Squad drill without arms

(8.00-9.00 am) Physical Training

(9.00-9.30 am) Bayonet Fighting

(9.30-10.00 am) Rapid loading

(10.00-12.00 am) Company Training

afternoon as for morning less ½ hour squad drill

Tuesday

morning as for Monday

afternoon Entrenching (2 Companies), remainder as for Monday

Night March

Wednesday

morning as for Monday

afternoon Entrenching (2 Companies), remainder as for Monday

Thursday all day Battalion field training

Friday

morning as for Monday

afternoon as for Monday

Saturday

morning as for Monday, less afternoon (holiday)

(If this were a restaurant, you would only go there once, wouldn’t you?)

Will’s next postcard continues the hearts and flowers theme with a photograph of the men’s tents.

Will’s own tent is marked with a cross:

This is the reverse side of this postcard. Firstly, as Fanny received it:

And here is the message enlarged:

Will remained at Shorncliffe until November 17th. He sent his girlfriend, or perhaps by now, his fiancée, some more post cards before he left. We will look at them in the near future.

To keep birdwatchers on their toes, many birds exist in what are called “species pairs”. This means that you may know that a particular bird is either a Ruff or a Buff-breasted Sandpiper, but it will not necessarily be that easy to separate them:

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And there are literally hundreds of these species pairs, some easy, some not quite so simple. House Sparrow and Tree Sparrow are unmistakable, but what about that rare vagrant to England, the Spanish Sparrow?

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Montagu’s Harrier and Pallid Harrier, for females or juveniles at least, will require careful and probably lengthy examination:

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Occasionally, a particular bird will never be identified for definite. Nearly thirty years ago, I drove all the way to Weymouth in Dorset, a round trip of nearly 500 miles, to see a Pipit which was present from mid March to early May 1989, in a field near the Observatory. Look for the orange arrow:

It was either a Richard’s Pipit (not that rare) or a Blyth’s Pipit (one of the first two or three ever in England). Here they are:

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And the controversy has never really been solved. Indeed, this particular bird is usually known to twitchers as the “Portland Pipit” after the Bird Observatory in whose fields it spent the winter.

In the Victorian era, of course, without modern telescopes worth more than my car, and, more importantly, field guides with colour photographs, many birds remained unidentifiable especially if they were both fairly rare. One such pair, which I still find challenging enough even now, is the Cormorant and the Shag. Here is a Cormorant:

And here is a Shag:

You can probably guess what the Victorian solution was to this problem, at least as far as a rare bird was concerned. You shot the bird, if at all possible.

With all that in mind, let’s take a trip back to the real era of Steampunk:

“According to H.E. Forrest in a letter to “The Zoologist” magazine, it was on an unrecorded date during the year of 1863 that a single Cormorant was shot at Lamb Close Reservoir near Eastwood and acquired for the collection of Joseph Whitaker:

“The keeper had seen it about some few days and noticed when he put it up, it always flew over the boathouse to another pond beyond. He told Mr Percy Smith, who was staying there, who the next morning took his gun and stood by the side of the boathouse; the keeper rowed round the lake, the bird rose, came as usual and was shot. Just as Mr Smith was lowering his gun, another large bird followed and shared the same fate; on getting to it, he found it was an immature Great Black-backed Gull; thus he brought off a very curious right and left, and secured two very rare Notts birds, which through his kindness are now in my collection.”

Thirty years later, in 1893 came the appearance of another Victorian anecdote about cormorants, this time concerning a famous bird at Newark on Trent. Once again Joseph Whitaker tells the tale:

“I am indebted to Mr Cornelius Brown of Newark on Trent for the following very interesting note : during October 1893 Newark was a centre of interest to naturalists and others owing to the visit of a friendly cormorant which continued to perch week after week on the arrow on the top of the spire of the Parish Church. The Times, Standard, and most of the leading newspapers noticed the incident while Punch magazine had some poetry upon it. The bird went away several hours each day to fish in the Trent, and returned after its sport to its lofty perch, where it might be seen trimming its feathers and making himself smart and comfortable. It left on Friday, November 17th, the day after a heavy storm, after a state of eight weeks save one day.”

The poem appeared in the comical magazine Punch on November 11th, 1893, and is a surprisingly radical comment on the church in general and clergymen in particular. It went thus:

“We are told a Cormorant sits, and doth not tire,
For a whole month, perched upon Newark spire!Vinny Bourne’s jackdaw is beaten, it is clear
Yet there are cormorants who, year after year,
Perch in the Church. But these omnivorous people
Favour the pulpit mostly, not the steeple
Thrivers upon fat livings find, no doubt,
Cormorant within is cosier than without.”

Wikipedia tells the tale of Vincent “Vinny” Bourne, a Classical scholar who wrote a comic poem about a jackdaw which lived on a steeple.(In Latin, of course)

For some people, the Cormorant was a bird of very ill omen. Out in the wilds of Lincolnshire:

“On Sunday, September 9th, 1860, a Cormorant took its position on the steeple of Boston Church, much to the alarm of the superstitious. There it remained with the exception of two hours absence, till early on Monday morning, when it was shot by the caretaker of the church. The fears of the credulous were singularly confirmed when the news arrived of the loss of the P.S.Lady Elgin at sea with 300 passengers, amongst whom were Mr Ingram, Member of Parliament from Boston, and his son, on the very morning when the bird was first seen.”

The Shag is very similar to the Cormorant, but is slightly smaller, a fact which is much more obvious when the birds are seen together. A single bird is often nowhere near as easy to identify as it is supposed to be. In the Victorian era both species were very rare in Nottinghamshire, so the chance of seeing the two together in order to make a comparison was never going to happen. For this reason, people had great difficulty in distinguishing between the two species of birds.

However in 1879, Joseph Whitaker wrote a letter to “The Zoologist” about some Shags which had turned up in the City of Nottingham itself.

“ON COMMON BIRDS IN NOTTINGHAMSHIRE.- ….Early in the same month, as some workmen at Nottingham were one morning proceeding to their work, they came across two Shags, flapping about in Cross Street, and after an exciting chase caught them both. They were taken to T.White, birdstuffer, who tells me they dived for fish in his tank, eating several; he kept them alive for two days, but finding they “did not look like living”, killed and stuffed them. I have purchased them for my collection. Another was caught in a street close by, and the fourth was shot on Mapperley Plains. They were all young birds, possibly from the same nest, and having wandered away, got lost; or they may have been driven inland by a gale.”

In one of his newspaper articles about birds in North Nottinghamshire, published in the Nottingham Evening Post on June 21st, 1937 , Clifford W. Greatorex, a Fellow of the Zoological Society told the following story:

“Finally, mention must be made of a Shag, three or four examples of which were recorded in early spring from various parts of North Notts. Contrary to a widely held opinion, the Shag does travel inland occasionally, although its inland visits are not so frequent as those of the more familiar and more abundant Cormorant.

One of these visitors from the coast lingered on a part of Welbeck Lake, where it was seen by several reliable observers and its instinctive characteristics noted. Another, apparently injured in some way, was found in a field near a North Notts Village.

The finder induced this bird, which could not fly, to enter a small pond, where it remained, and for the greater part of the week was fed by school children who brought it herrings, soaked bread and table scraps, all of which were devoured with avidity. Unfortunately, however, its injuries proved fatal, and one morning the young folk were grieved to find their new pet lying dead upon the bank.”

Nowadays, Shags remain fairly numerous on the rocky coasts of England, particularly in the west, but overall, they are probably diminishing in number. They are still very rare inland. Cormorants are extremely numerous, enjoying the many lakes conveniently filled with large fish for anglers to pit their wits against. At the moment, they are a protected species, but this may not last too much longer.

In the meantime, Cormorants will continue to entertain, as greedy but ever optimistic birds: